Page 179 - Practical Ship Design

Volume, Ami cind Dimension-Bused Designs 145

Table 5.1
Reasons for changes in manning. 1962-1976
~~ ~ ~_______~~ ~ ~ ~
Cost reduction motives Cost reduction means
~ ~~~~~ ~~~~~ ~~ ~~~~~
Competition from aeroplanes to passenger ships Improved machinery, requiring less attention and
Competition from land routes to container ships less maintenance
Competition between shipping companies as many Automation
new nations enter the field Use of self-lubricating fittings
All of these leading to relatively, if not actually, Cargo gear requiring less attention
lower freight rate\ Patent hatch covers with push-button operation
Better job opportunities ashore leading to the Self-tensioning winches, universal fdirleads, thrust
necessity of paying higher wages and providing units
hetter conditions for seagoing personnel Modern paint systems, modern plastic
The enormous growth in shipping making the accommodation linings
acceptance of reduced manning politically acceptable galley gear
The use of work study
The use of general purpose crews
~__
~~~~

Table 5.2
Change\ in manning 1962-1976 dnd expectation in 1976 for tuture
~~- __ -~ -
~~~ ~~ ~ ~~
Ship type 1962 1976 Future
__ __ __~
Typical Typical Automated automated
~ __ ~ ~ __~ ___ ~___ ~~ ___
General cargo or bulk carrier 36 30 26 II
Sophi\ticdted cargo liner or contdiner <hip 50 36 28 II
Tanker 45 36 26 9

Future figures taken from B.V Keport 1976 by Monceaux “A look at the personnel of automated ships”

cost reduction on the one hand and the arrival of a great deal of helpful new
technology on the other hand. These factors were presented in a table, which is
reproduced as Table 5.1.
The effect of these changes on the manning of some typical ships was given in
the table presented as Table 5.2 which has been retained to show the speed of
development there has been in this area.
The path the development has followed and may continue to follow is shown in
Table 5.3 which is reproduced from the report on a project sponsored by the British
Department of Transport in 1986 entitled “Technology and Manning for Safe Ship
Operation”. It will be seen that the first column of this table shows the number of a
conventional crew at 30. By column 4, the crew has reduced to 20 with column 5
taking it to 18, and in fact today most cargo ships have a crew of either 18 or 20.